Opposed convertible internal-combustion engine.



A. E. COOK & T. VAN TUYL. OPPOSED CONVERTIBLE INTERNAL COMBUSTION ENGINE.

APPLICATION man SEN. 3. 1912.

1,213,861. Patented Jan. 30,1917.

6 SHEETS-SHEET 1.

A. E. COOK & T. VAN TUYL.

OPPOSED CONVERTIBLE INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED SEPT- 3. I9I2. 1, 3,341, Patented Jan. 30,1917.

6 suns-shin z.

IMI uI A. E. 000111 T. VAN TUYL."

OPPDSED CONVERTIBLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 3. m2.

1,213,841. Patented Jan. 30,1917.

all!!! NW I M Q 1 1 "h v A; L (mom-T. VAN TUYL. CPPDSED CONVERTIBLE INTERNALCOMBUSTION ENGINE.

APPLIQUJON F ELED SEPT. 3, IQIZ.

1,213,8Q1, fPatented Jan. 30,1917.

6 SHEETS-SHEET 4.

A. E. COOK & T. V/IN IUYL. OPPOSED CONVERTIBLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT- 3. I912.

Patented Jan. 30,1917.

6 SHEETS-SHEET 5.

. i v H 1 drill/147142 I IV/l/VI/l/ IIIIII A. E. COOK & T. *VAN TUYL.

OPPOSED CONVERTIBLE INTERNAL COMBUSTION ENGINE APPLIQATION FIL'ED SEPT. 3. I912.

1,21 3,841. Patented Jan. 30, 1917.

6 SHEETS-SHEET 6- am 1:] l el /2760 UNITED STATES PATENT OFFICE.

' 11.3mm E. copx, or onE-nom, IOWA, AND Tnona's. VAN Turn, or mm,

nmmoxs; sun VAN TUYL ASSIGNOR T0 sun eoox. y

orrosnn coNvEn'rmLE IN EnNaL-comnosTmN ENGINE.

1 full, clean-and exact description of the same,

reference being had to t e accompanying drawings, and to the numbers of reference marked thereon, which form a part of this specification.

' Heretofore engines, practically of all kinds, have been so constructed as to deliver their power from a single driving eledriving numerous more or less unrelated ment or shaft, thereby to some extent, limiting the adaptability of such engines for certain uses, for example, in confined spaces, and where the power may be required for elements or devices. Internal combustion engines also have heretofore been so con structed as. to operate either on the two stroke or two cycle, or the four stroke or four cycle plan, in some instances the two stroke operation being more satisfactory,

and in others, the four stroke.

a changing the operation of an engine from a 'two to a four stroke type.

from each of which the power maybe delivered to drive either independent or re lated mechanisms. a

It is a further object of theinventionto afford a construction in which four driving pulleys or elements are provided, any or all of which may be utilized in delivering the power developed by the engine.

It is also an object of the invention to so construct an engine having opposed cylinders and of the central compression central fire type, as to admit of converting the engine from the two stroke to a four stroke operation or vice versa without the necessity of stopping the engine. i

It is also an object of the invention to afford a construction of a distinctively two stroke type, and equipped with mechanism Specification of Letters Patent.

Application filed eptember}, 1912. Serial 110. 718,180. I i w No meanshave heretofore been provided for quickly Patented Jan. 30, 1917.

i for converting the same, without stopping, to a four stroke type, and when so ope'rat-' ing, to afford prior to ignition, an addi- 'tional supply of fuel mixture in the combustion chamber over that afforded by the normal two stroke operation. ,w

Other objects of the invention will hereinafter more fully appear.

The invention (in a preferred form) is illustrated in-the drawings, and hereinafter more fully described.

In the drawings: Figure 1 is a top plan view, partly in section and with parts removed, of a device embodying our invention.

- Fig. 2 is a horizontal section thereofi, Fig.

3 is an enlarged section on line 3 of Fi 2. Fig. 4 is an enlarged section on line Fig. 2. Fig. 5 is a section taken on line 5 of Fi 2. Fig. 6 is a section taken on line 6 0 Fig. 1. Fig.- 7 is a view partly in section and broken away,of one o the cylindersshowing the same disconnected from the rest of the engine. Fig. 8 *is an en- 9 of Fig. 3. Fig. 10 is an enlarged section taken on line 10 of Fig. 3. Fig. 11 is an enlarged section taken on line 11 of Fig. 3. Fig. 12 is an enlarged' fragmentary detail ofa part of the mechanism for converting larged section taken on line 8 of Fig. 3. Fig. 9 is an enlarged section taken on line from one to the other stroke type. Fig. 13

is an enlarged fragmentary detail illustrating a part of the valve controlling mechanism. Fig. 14 is a section on line 14 of Fig.

'18. Fig. 15 is aview in side elevation, illustrating the construction and operating means for the converting valve. F g. 16 is a section on.line 16 of 15. Fig. 17 1s 1 an enlarged edge view of the mixing de-.

vice. Fi 18 is a section taken on line 18 of Fig. 1

As shown in the drawings: A plurality of I parallel cylinders indicated by 1, 2, 3, and

4, (though, of course, the number of'cylinders may be one or more as preferred) are rigidly secured together in parallel relation side by side, and in each of said cylinders i are two oppositely disposed pistons 5, 6, 7, and 8, which are connected by means of connecting. rods 9, 10, 11 and 12, with inde pendent crank shafts 13 and 14, at opposite ends of the machine or engine. On each end of each of said crank shafts, is a driving pulley ,A, B, C, and D, which may be of any desired size, and serve as balance wheels, and may be utilized as friction driving pulleys for driving mechanism indeendently or simultaneously, or, of course, if desired, may be utilized as belt wheels or geared or in any manner constructed to de-' liver the power of'the engine to mechanism. Each of said crank shafts has rigidly secined thereon a'pinion 15, and 16, respectively, and intermeshing said pinions and each.other, and journaled upon shafts 17 and 18, secured at the side of the engine,

are gear wheels 19v and 20, whereby the rotation of said shafts are synchronous, and enabling the full power of the engine to be delivered from any one of the driving elements A, B, C, or D, or collectively from,

A, 13,0, and D, or any number thereof, as preferred. As shown, said train of gears 1s inclosed in a case comprising at the inner side the outer jacket wall of the cylinder 4, and at the outer, an outer wall 21,

therefor, and aremovable cover 22, is provided for said train which is secured'by' means of cap screws or in any suitable manner to afiord access to said gear case, when desired,

-Said 'engme is constructed to permit of being knocked down or disassembled into small units, and to permit of quick assembling to enable any part thereof to be renewed at slight expenditure of time and trouble. Surrounding each of said cylinders at its middle part, and inclosing all that portion thereof subjected to heat, is an integral "casing 24, as shown in Fig. 11,

subt'antiallyrectangular in cross section and aifording an interior chamber a for water jacketing, or-the use of any cooling fluid. Threaded through said casing 24, and projecting into a recess in each of the cylinders are igniters 24", of any suitable type, preferably electric. Beyond the ends of said casing 24, the cylinder is turned, at eachend to cylindric form concentric with its axis, and at one end thereof and positioned to. be uncovered at the limit of the outward stroke of the pistons are peripherally 'arranged inlet ports 25. Near the otherend of said cylinder at a position to be uncovcred at the limit of the outward stroke of e the complemental piston, are peripherally arranged outlet or exhaust ports 26, and beyond the same or nearer the extremity of said endof the cylinder are peri herally arranged inlet ports 27 through w ich the mixture is admitted to the crank cases for primary compression. Slidably mounted on said end of the cylinder and acting to control the exhaust ports forfour cycle operation, is a sleeve valve 28, which is provided with apertures or ports 29, therethrough near its outer end, which at all times open into an elongated peripheral passage 30, 'afl'orded between the outer-wall of the cylinder and the inner wall of said sleeve, as

shown in'Fi I 3, 7, and 8. around i said end of t e cylinder to register with the exhaust ports 26, when said valve sleeve is retracted, isan annular fitting or casing 31,

which fits closely to the wallsof the cylinder and is provided with an interior peripheral channel or chamber 32, to.receive the exhaust and is provided, as shown at the bot-' tom, with an opening therethrough to aiford attachment for the exhaust mani old 33. As

shown, a packing recess is provided around said cylinder between the exhaust ports 26, and the ports 27 inletting to thecrank case, and a packing ring 34, is provided therein,

over which the valve sleeve slides, as shown o in Fig, 3, and a corresponding packing ring 35, isv provided on the outer side of saidvalve sleeve and against said exhaust casing 31, to prevent leakage either of the fuel mixture or of the gases of combustion around said valve sleeve.

The. ends of the cylinders are all rigidly secured in the inner sections of the crank case 36 and 37, which are castintegral for all said cylinders and serve to rigidly engage the same together side by side or transversely the cylinders. Said inner crank case section 36, or that for the exhaust end of the cylinder, is cored to receive the end of said cylinder therein and to afford a passage 5 around. said valve sleeve, and to fit to the packing ring 35, andto bear the same firmly against the exhaust casing 31, as shown in Fig. 3, and rigidly -bolted' thereto to afford the outer hal respective cylinders, are removable crank case sections 38, any of which may be re- -moved to afiord access to the mechanism. I

As shown, the inner crank case section has secured therein one half the hearing or box 1 5 40, for said crank shaft, while the "other or I outer ha1f 41, thereof, is contained within the outer crank case section 38, and may be secured together by means of tubular stud bolts 42, as indicated inFig. 4, and through no which, and extending from ,end to end of the engine between the cylinders, upper and lower tie bolts 43 and 44 extend. A hearing block 45, is provided for each of said outer bearing members 41, and against which the 1 outer crank case section is drawn by means of said'bolts, as shown in Fig. 4, whereby the bearing-is always kept tight to the crank shaft. Of course, the construction afiords an individual tight crank casev for compres- 12 sion at each end of each cylinder and having no communication with the crank case for any other cylinder. At the opposite ends of said cylinders, the inner crankcase sec- 7 tion 37, is cored to receive the respective 12 endsof said' cylinders therein and to afiord an annular passage 30, therearound coinci dent with the inlet ports in said cylinders, and is also cored to afi'ord an upwardly and inwardly directed passage 47, leading from 13 of the, crank case forthe 10 the top of each crank case inwardly and in open communication at all times with the inlet ports 25, to the cylinder, as shown in Figs. 3, 7, ,and 10. Said passages 47, open through the top of said crank case, as shown .more clearly in Fig. 1, and are normally closed with cover plates 49. Secured in said passages are the vaporizing and mixing means comprising, as shown, thin plates 48, of corrugated metal, the .corrugations in which extend diagonally of said plates. A group of saidplates 48, is secured in each of said passages 47, with the corrugations thereof arranged substantially at right angles with each other, as indicated in Figs.

1, 17 and 18, and the fuel charge when drawn therethrough tothe inlet ports 25, is

. thoroughly mixed, all the hydro-carbon constituents thereof being completely vaporized, thereby enabling the full explosive value thereof to be obtained. Any of the oil in the crank case for splash lubrication carried upwardly with the charge, is also arrested and collected by said plates, and may be delivered downwardly through suitable passages to the adjacent crankshaft bearings. The fuel charge is drawn into an inlet chamber extending for the length of the inner crank case section 36, and on the top thereof, and. closed by a removable cover 50, and for this purpose an inlet manifold 51,

communicating with a source of hydro-carbon supply near its middle as indicated at 52, is connected at its ends in said inlet chamber, as shown in Figs. 1 and 3. Within said inlet chamber is provided mechanism for operating the exhaust controlling sleeve ,valve. For this purpose, as shown, a shaft 53, 1s ournaled in said chamber transversely the cylinders and engaged thereon IS a gear wheel 54, which is driven by a gear wheel 55, forming an integral or separate part of the gear 20 secured on the stud shaft 18, said gear wheels" 54, and "55, being of equal size, and of such size relatively to the pinion 16, as toafi'ord a two to one drive normally. Lu-Arhtllfi opposite end of said shaft 53, is provided a bevel gear 56, and shaft 57, said shaft'extending through a gear casing thereforprovided at the end of the upper inlet chamber. Said shaft extends slidably through the walls of said gear case, and is angular at its inner end to fit in the angular socket in the armature 58, of a magneto, as shown in Fig.6. Integral with said bevel gear 56, and concentric therewith, is a smaller bevel giar 59, as shown in Figs. 6 and i2. Journaled upon a bracket 60, sup

ported on the wall of the gear case, is a bevel pinion 61, meshing with the bevel gear 56, and a bevel pinion 62, meshing with a bevel gear '59,fand each constantly driventhereby. Inasmuch as the relative sizes of the pinion 16, and gear wheel 54, are such as to afford one revolution of the gear wheel and consequently the "shaft 53 for two revolutions of the crank shaft, the pinions 62 and 59 are of equal size to maintain said ratio of operation. The relative sizesof the gear wheel 56, and pinion 61, however, are such as to rotate said pinion 61 twice for each revolution ofthe bevel gear 56; that is to say, to drive the pinion 61, at a one to one ratio with the crank shaft.

Adjustably (but rigidly) secured on the W shaft 57, is a clutch block 63, having a i in 64, therein, adapted to engage in a suite le aperture in the pinion 62, to drive the shaft 57, from said bevel gear 59. A similar clutch block 65, is also secured on said shaft and provided with a recess therein to receive a clutch pin 66, set in the hub-of the bevel pinion 61', as shown in Fig. 12, to adapt said shaft to be driven from said pinion 61, when said shaft is shifted longitudinally to engage said pin in saidelutch box 65. This construction enables the magneto being driven for either two cycle .or four cycle operation, dcpendent'upon which pinion drives said shaft 57.

Mechanisms for actuating the shifting valves 28, to correspond, are contained with: in the inlet chamber. For this purpose, eccentrics 67,-are provided on said shaft 53, one for each cylinder, and suitably adjusted as the timing for the respective cylinders may require for four cycle operation, and.

the eccentric yoke 68, for each of said eccentrics is provided with an eccentric rod 69. Each of the valve sleeves 28, is provided at its outer end with a peripheralraised flange 70, and on each side of said sleeve with a laterally directed apertured lug 71, in which is secured the bearingmember,72, one on each side of said sleeve and to which are rigidly engaged downwardly directed yoke arms 73, which extend up-v wardly above the sleeve and are'connected by means of an integral web or bar 74. Said yokes areprovided on the outer side thereof with a boss 75, provided with a wrist pin 76, towhich respectively are journaled the ends of the eccentric rod 69. The

upper ends of said yoke arms are connected; by meansof a short shaft 78, on wlnch 1s provided a roller- 79. Rigidly secured in -said inlet chamber transversely the engine,

is an angle bar80, against the upwardly directed flange of which the rollers .at the upper ends of said yokes bear. A complelnental bar 81, is mounted in said inlet chamber to coact with the bar 80, to engage.

the rollers on said yokes therebetween, as

shown in Fig. 1, and is adapted for. adjustment to release. said rollers from such engagement. For this purpose, lugs 82, are provided on the inner wallsof said inlet chamber, and links 83, are pivotally con nected therewith and with suitable pivot pins, 84, on said bar 81, to permit the. same .h m V opened. y the movement afresh cases, w

however,

- sive.

to said com "31 Q preuureto swin outwardly, indicated full lines in ig. .13, or to permit the retraction thereof, as-1ndicated in dotted lines in said figure, and a lever 85; is provided on the 5 endjof said bar to such actuation.

When adjusted as v eccentrics reciprocate close the. exhaust own in Fig. 3, said I the valve sleeves to ports in each cylinder at the end of alternate power strokes of the iston in each of said cylinders. vWhen adusted for. normal two stroke operation, by the shifting of the magneto drive, as before described, and the swin g of the shifting bar 81, forwardly to re ease said valve sleeve is firstretracted gement of the, roller 79, against the yoke, by the en the fixed ar 80, andthereafter said valve sleeve remains stationary, and the upper I end of said yoke eciprocates, being'free to therefrom. I

As shown, the crank cases are at all times in communication through passages 86, ex-

' tendi' '25 through therebetween and communicating the crankcase sections, the exhaust casing, and the cylinder water jacket as shown more plainly in Figs? to ll inclu- The; operation is as follows: When operated-as 'a two cycle or'two stroke engine, the shifting bar or rod 81, is moved forwa'rdly b means of its lever out of engagement wi toc'bring the clutch block 65, into engag ment on thehub pinion 59, thus changing the timing of the ma plosion in each cylin er at each revolution of the crank shaft. When the en 'ne is op-; erated as a two cycle-engine, the cove valve etc to afiord an ex- 28, retracted from in Fig 3, Chllgflli l the position shown compress the reviously ch 1 the charge is P fthe of the piston causes'com-. .premion-of the in both 'strok' 'em'ssora com ress 7 wing theexha'us't-othe spent inlet ,are of e-othler pis h po t 25, in therethroughfromtheerank ton, .The openjngof pas g 86, asbefore descrihed, an

ress on, on or cbnsiderable The return of the pistons to firano er charge t being indica cranks in each shaft arranged do so by the lease of the shifting bar 81,

' 57, inwardly to'drlve stroke for each following the-exhaust the ports 26,.

v the roller 79, on the yoke, and I the magneto shaft 57, is vshifted outwardly I and remains at rest, and the r r V drawn into the inlet chamber,

. thence when'the pistons move 'inwardl drawn into the" crankcase p portembyth [jttial vacuum: ro-. du h movement df the ofeach' cylinder to end of .thepower Near the end of uncovered m 7 ofcomhmtion-therethro' m- 1 exhaustmg "tion com roses the admits rough the ports 2 7 to the crank cases, and the cycle is thus re In the construction wherein four such cyline dots are shown, said cylinders may be in various was, a convenient arrangement I in Fig. 2, wherein the cylinders 1 and 4, are both at exhaust and intake position, and

atcompression and firing position, so thatthe cylinders 2 and a, are both at normal ,two stroke operation with the at 180 apart, two power impulses occur simultaneously.

at each half revolution of theerank shaft.

When adjusted for four cycle operation,- the shifting'bar 81, is returned to the position shown in Figs. 3 and 13, to bring the p'eration. This is acvalve sleeve 28 into 0 complished by actuating the lever 85, and simultaneously pushing the magneto shaft said shaft through the pinions 62 and 63. The shaft 53 retotes once foreach two revolutions of the crank shafts, and theecc'entri'cs 67 are so set .upon -thesha'ft 53 for themespechye'cylmders'asto-retract the valve sleevesto open the exhaust ports 26, at the end of a power cylinder. "It follows that the'valve sleeves previously-.w

treated-and the inlet taking place sumflm. w

nebusly the. ports'25, the .charge is com vression between'said p1s;-; tons-and aswim chargeis crank-cases at com ressed therein by the next outward n' m h f the endof the compmssion stroke through the port 27, and. m

stro sort the pistons The timing ofthe magneto having been igmtion occurs and the previously 'comhowever, no

pressed charge isheld the cylinders v to the sleeve been-projected forwardly by its eccentric, as shown'in Fig. 3 to' close the'exhaust rts. A of tile second charge -with" inns crank. and under primary comp into the c hnders, thro r'pro ximatelyfifty over a mittedundertwo cycle 3 mm and mime- "diately' thereafter the owing V V d finletnpor l fl c m by e pi on retracteman the valve sleeve.

the istons outwardlyion the power-stroke, and

hand; Q6, the cycle being posted Indefimtely.- The operation m" which the cylinder 1, is at exhaust and first intake posit 7 areat their compremon position, the pistonsi'n cylinder 4, arei-atsecond in- Fig. 8,

ration, ew flows at the end of such second com- A premion stroke,

Fig. 2,in

the than fully open thus re- 7 V i "13s the pisttmsjn the cylinder-Q while the pistons in the cylinder 2, are at their final compression and firing position.

The operation is subject to change from two stroke to four stroke ignition instantaneously by shifting the drive on the magneto shaft and appropriately actuating the shifting rod or bar.

From the construction described, it is evident that a standardized construction throughout may easily be effected to permit said engines to be made of any desired number of cylinders, and to permit of the removal of any defective or broken part and the substitution of a stock part-therefor. We have shown in connection with our present engine, improved connecting rods equipped with means for automatically adjusting the piston pin and bearings thereof to maintain the same sufficiently tight. \Ve have, however, not described said construction as it forms no part of the present invention, and is the subject of another application for patent for connecting rods filed September 6, 1912, Serial No. 718,810.

Of course, it is'to be understood that we have shown but a preferred form of our invention, and that numerous details of construction and operation may be varied and we therefore do not purpose limiting the patent granted on this application, other wise than necessitated by the prior art.

\Ve claim as our invention:

1. An engine of the class described embracing a plurality of cylinders open at each end, crank cases connecting like ends of said cylinders, a. crank shaft journaled in the crank cases at each end of each cylinder, oppositely movable coacting pistons in each cylinder and connected respectively with said crank shafts, centrally disposed ignition means connected in said cylinders,

means admitting an explosive charge to the crank cases for-primary compression, ports at one end of each cylinder for admitting the charge between the pistons at the end of a power stroke, exhaust ports at the other end of each piston for exhausting the products of combustion at the end of the power stroke, an exhaust valve,mechanism holdmg the same normally inert for two cycle operation and mechanism actuating the same for closing'the exhaust ports at alternate outward strokes of the piston to hold a. previously compressed char e while delivering an additional charge 0 mixture into the cylinders, and means shifting the timing means for four stroke operation.

2. An engine of the class described embracing'parallel open ended cylinders, a crank case at each end'thereof, crank shafts therein, oppositely reci rocatin'g pistons in said cylinders connected to drive said crank shafts, inlet and exhaust ports, an'igniting mechanism adjustable tO 'tW0 stroke and four stroke operation, mechanically actu-.

ated valves acting to close the exhaust ports at alternate outward movements of the pistons, and means to adjust the valves to prevent exhaust of the fuel charge from said cylinders preliminary to the admission of 'an additional charge into said cylinders.

l. In an engine of the class described a cylinder open at each end, a pair of pistons movable therein, inlet ports at one end of said cylinder controlled by movement of one of said pistons to permit intake of fuel therethrough, crank cases mounted on each end of said cylinder :and communicating with one another adapted to receive the fuel passing inwardly through said inlet ports, inlet ports at the other end of said cylinder adapted to permit a flow of fuel from said crank cases into said cylinder between said istons for firing, exhaustports in said cyllnder controlled by movement of one of said pistons to permit eduction of the products of combustion, and a sleeve valve operated synchronously with said pistons to open and close said exhaust ports independently of the piston controlling the same,

5. In a device of the class described a plurality of cylinders, pistons movable therein, a pair of crank shafts journaled at opposite ends of said cylinders and each connected to certain of the pistons therein, ignition means in said cylinders, inlet ports in said cylinders at only one end thereof, exhaust valves controlling the flow from said cylinders at one end thereof, mechanism for changing the timing of the ignition and said exhaust valves whereby said engine may be operated either on a two stroke cycle or a four stroke cycle, mechanism for connecting said crank shafts for synchronous movement thereof, and power take off means on each end of each of said crank shafts whereby the power of said engine ma be taken from any one of said means in ependently of or simul.

taneously with the others.

6. In a device of the'class described the combination with an engine adapted to operate both on a two stroke cycle and a four strokecycle, of a plurality of cylinders, each cylinder having a pair of pistons movable therein, ports in each of said cylinders controlled by movement of said pistons to permit inlet and exhaust of gases, and a sleeve valve mounted at one end of each of said cylinders adaptedto be operated synchronously with said pistons to maintain III III

said exhaust orts closed at predetermined f intervals for our stroke cycle operation of the engine.

7-. In an engine of the class described a cylinder open at each end, a pair of pistons mounted in said cylinder, a crank shaft driven by each thereto, connections between said crank shafts for synchronous operation of said pistons, inlet ports at one end of the cylinder controlled by movement of one of said pistons to permit inlet of fuel behindone of said pistons for preliminary compres- Y sion, inlet ports at the other end of said cylinder controlled by movement of the other of said istons to permit a flow of said prelimina y, compressed fuel into the cylinder for firing, exhaust ports at the first mentloned end of said cylinder controlled by movement of said first mentioned piston to eduction'of the products of combustion, ignition mounted in said cylin- .der-to the fuelcompressed therein between saldrespectivepistons, means adapted to be thrown into rwith said'crank shafts to .close said e ust ports at predetermined intervals, and mechanism for changing the of said ignition means 'jwhereby when said exhaust ,PQrt controlling the timing of the. ignition means .and the sleeve valves for the exhaust ports-whereby said engine maybe operated on a two stroke or a four stroke cycle, crank cases for each of said cylinders, and communication between the respective crank cases on opposite ends of each cylinder.

In testimony whereof we have hereunto subscribed our names n the presence of :3

two subscribing witnesses.

ALBERT-E. COOK. THOMAS VAN Witnesses:

Anna B.-Hm.s, CHARLES Hnms lr 

